Railroad car

ABSTRACT

An improved railroad car for transporting a plurality of sets of containers, stacked one on top of the other, which are utilized for shipping relatively heavy materials, such as bales of synthetic rubber. The railroad car includes a floor on which the lower ends of the sets of stacked containers rest during transport, upstanding bulkheads located at each end of the floor, and a vertically movable, upper assembly which overlies the upper ends of the sets of stacked containers and which in its lower or transport position, secures the upper ends of the sets of stacked containers against relative movement with respect to the railroad car. The floor includes a means for restraining relative movement between the lower ends of the sets of stacked containers and the floor during transport. When the upper assembly is in its upper position, containers can be loaded onto or unloaded from the car through the open sides of the car by, for example, fork lift trucks. The upper ends of the bulkheads are connected together by structural members during transport so that forces imposed on upper assembly by the containers, and particularly those occurring when the railroad car is bumped, are transmitted and distributed between both of the bulkheads. In some embodiments described herein, the upper assembly includes and carries these structural members; whereas, in other embodiments, the upper assembly carries a portion of the structural members while others of these structural members are stationary.

United States Patent Ogle et al. Sept. 12, 1972 54 RAILROAD CAR 57ABSTRACT Inventors! Paul g Elmwood PaIk; Kell- An improved railroad carfor transporting a plurality neth L. Coleman, Chicago; Ross W. Wagner,Homewood, all of 111.; Lynn ,1. Harter, Buford, Ga.

[73] Assignee: O-T-D Corporations, by said Ogle and said Coleman [22]Filed: May 17, 1971 [21] Appl. No.: 144,129

[52] US. Cl. ..105/366 R, 105/366 D, 105/377, 105/404 [51] Int. Cl. ..Bp7/10, Bj 1/22, B61d 45/00 [58] Field of Search ..105/366 R, 366 D,3,93,370, 105/371, 377, 404; 280/179 R; 296/; 214/ 10.5

[56] References Cited UNlTED STATES PATENTS 2,656,216 10/1953 Bobroff..105/393 2,699,735 l/1955- Williams ..105/366 R 3,071,084 l/l963Morrison ..105/366 R 3,410,227 11/1968 Gutridgew' ..105/366 R 3,478,70111 1968 Woodman et al. ..105/404 3,496,885 2/ 1970 Woodman et al. ../4044/1970 Yelin et al. .'105/404 Primary Examiner-Drayton E. HoffmanAttorney-Molinare, Allegretti, Newitt & Witcoff of sets of containers,stacked one on top of the other,

which are utilized'for shipping relatively heavy materials, such asbales of synthetic rubber.

relative movement between'the lower ends of the sets of stackedcontainers and the floor during transport. When the upper assembly is inits upper position, containers can be loaded onto or unloaded from thecar through the open sides of the car by, for example, fork lift trucks.The upper ends of the bulkheads are connected together by structuralmembers during transport so that forces imposed on upper assembly by thecontainers, and particularly those occurring when the railroad car isbumped, are transmitted and distributed between both of the bulkheads.In some embodiments described herein, the upper assembly includes andcarries these structural members; whereas, in other embodiments, theupper assembly carries a portion of the structural members while othersof these structural members are stationary.

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- RAILROAD CAR synthetic rubber.

In rubber manufacturing plants, synthetic rubber is formed into bales orslabswhich are approximately 7 inches thick by 14 inches wide by 28inches long and which weigh approximately 82 pounds a piece. For years,the bales of synthetic rubber have been shipped from the manufacturingplants in conventional railroad cars, such as boxcars; Theibales haveheretofore been shipped in cardboardand wooden containers whichweredesigned to hold 24 to27 bales,-'whi'ch were only semireusable inth'atthe cardboard hadto be replaced aftereach' usage, and which have arelatively short overall life.'Recently, ithas been proposed to uselightweight metallic-containers which are designed to hold 48 bales(although the new containers are approximately the same height asthe'cardboard and wooden containers), which can be reused without theuse of single service components and which have arelatively long life,as compared to the prior cardboard and wooden containers, provided, ofcourse, that the new containers are properly handled during shipment.

One of the problems, however, with the usage of these new containers isthat conventional railroad cars cannot be utilized to transport thesecontainersas economically as they might be. Because of the increasednumber of bales which can be placed in the containers many conventionalrailroad cars cannot be fully loaded with containers because of thedanger of damage to the car as a .result of overweight. Moreover, inconventional cars, the containers,whether metallic or made of cardboardand wood, are subject to damage as a result of being bumped by adjacentcontainers and of bumping into the sides or ends of the carsduringtransport. If conventional .dunnage is utilized to attempt to avoid suchcontact and bumping, this, of

course, adds to the cost of shipping. Furthermore, when a conventionalrailroad car is fully loaded with stacked containers, there is always arisk that the ends of the car will not be able to withstand the forcemoments imposedthereon by the stacked containers, particularly if thecar is bumped during transport, since usually the containers are notrestrained against horizontal movement on the floor of the car.

Accordingly, it is a primary object of the present invention to providea new and improved railroad car for economically transporting aplurality of sets of containers, stacked. one on top of the other, usedfor shipping relatively heavy materials, such as bales of syntheticrubber. I

The new and improved car of the present invention hasa floor on whichthe lower ends of the stacked sets of containers rest during transportand which includes means for restraining relative movement between thelower ends of the sets of stacked containers and the floor. Bulkheadsare located adjacent to each end of the floor and extend verticallyupwardly from the floor.

A vertically movable upper assembly is positioned above the floor andoverlies the upper ends of the stacked containers. In the embodiments ofthe present invention described herein, the upper assembly also servesas a roof or cover for the'upper ends of the sets of stacked containers.In its lower or transport position, restraining means carried by theupper assembly contacts the upperends of the sets of stacked containersand restrains them from relative movement with respect to the upperassembly. The restraining means carried by the upper assembly, togetherwith the restraining means on the floor, serveto prevent any contactbetween adjacent sets of stacked containers and contact between thecontainers and the bulkheads of the car. When the upper assembly is inits upper position, containers can-be relatively easily and quicklyloaded onto or unloaded from the car through the open sides of the car.t

In its lower or transport position, the upper assembly is utilized tohold or securely clamp the containers sisted by, both of the bulkheads.In some of the embodiments of the improved railroad car of the presentinvention described herein, the upper assembly is the sole meansinterconnecting the upper ends of the bulkheads; whereas in otherembodiments, stationary structural members extend between the bulkheadsand assist in transmitting and distributing the forces acting on theupper assembly to the bulkheads.

It should be noted, however, that the concept of utilizing stationarystructural members which extend between bulkheads and which providesupport for the bulkheads is not new, per se, .since the prestressedcords used in the railroad car disclosed in U. S. Letters Patent Nos.3,496,885 and 3,478,701 to H.C. Woodman et al., would appear, at leastinherently, to perform this function. Likewise, the concept utilizing avertically movable roof structure in railroad cars or other freightcarrying vehicles is not new, per se, as shown by U. S. Letters PatentNos. 559,964 and 2,656,216 to A. Bierstadt and L. Bobroff, respectively.However, the improved railroad car of the present invention is the firstcar, insofar as is known, provided for transporting a plurality ofcontainers for shipping relatively heavy materials, wherein the movable,upper assembly or roof serves as at least a part of the structure toconnect the bulkheads togetherso as to transmit and distribute forcesimposed on the upper assembly by the upper ends of the containersbetween the bulkheads and serves to secure the containers being shippedin the car against movement in the car during transport.

BRIEF DESCRIPTION OF THE DRAWINGS Referring to the drawings, whereinlike reference numerals indicate like parts throughout the figures:

FIG. 1 is a perspective view of a railroad car embodying the presentinvention;

FIG. 2 is an enlarged, partial perspective view, with parts shown brokenaway, of the railroad car shown in FIG. 1;

FIG. 3 is a side view of the railroad car shown in FIG.

FIG. 4 is a partial cross-sectional view, taken along the line 44 inFIG. 3, with parts being shown broken away;

FIG. 5 is a partial cross-sectional view taken along line 5-5 of FIG. 3;

FIG. 6 is a partial cross-sectional view similar to that in FIG. 5except that the upper assembly is shown in its upper position and thatdifferent means for raising and lowering the upper assembly are shown;

FIG. 7 is a partial cross-sectional view taken along line 7-7 in FIG. 3;

FIG. 8 is a partial cross-sectional view taken along line 8-8 in FIG. 6;

FIG. 9 is an enlarged detained view of the pin receiving pod indicatedby line 9 in FIG. 8;

FIG. 10 is a partial cross-sectional view taken along line 10-10 in FIG.9;

FIG. 1 1 is a partial perspective view of the end of the railroad carshown in FIG. 1 showing the means for connecting the upper assembly tothe upper end of the bulkhead;

FIG. 12 is a partial cross-sectional view, similar to that in FIGS. 5and '6, showing a different upper assembly construction; a

FIG. 13 is a partial perspective view of another railroad car embodyingthe present invention which includes a modified means for connecting theupper assembly to the upper end of the bulkhead;

FIG. 14 is a side view of another railroad car embodying the presentinvention showing another means for connecting the upper assembly to theupper end of the bulkhead;

FIG. 15 is a side view of still another railroad car embodying thepresent invention showing still another means for connecting the upperassembly to the upper end ofthe bulkhead; and

FIG. 16 is a perspective view of a container which is adapted for usewith railroad cars embodying the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to FIGS. 1-11, arailroad car embodying the present invention is indicated generally at20. In FIG. 1, the car 20 is shown loaded with a plurality of sets ofcontainers 22, stacked one on the other, and as noted above, thesecontainers are adapted for shipping heavy materials, such as bales ofsynthetic rubber.

The containers 22, one of which is shown in FIG. 16, each include fourcorner posts 24 and four side walls 26 made of interlocking extrusionswhich extend between and are secured to the corner posts 24. Preferablythe posts 24 and extrusions utilized for the containers 22 are aluminum.The posts 24 each have a guide or pin 28 which projects upwardly fromthe upper ends of the post. Each of the posts have a pin receivingrecess 30 formed in their lower ends, and these recesses 30 are designedto receive the pins 28 of another container. When one container isstacked on another, the pins 28 of the lower container are receivedwithin the recesses 30 and serve to prevent relative, lateral movementbetween the upper end of the lower container and the lower end of theupper container. Each of the containers includes a floor portion 32which is spaced upwardly from the plane of the lower ends of the comerposts 24 so that, for example, the forks of a fork lift truck can beplaced beneath the floor of a container.

The car 20 has an underframe, shown generally at 34, which includesconventional trucks 38 and conventional couplers 40 and 42 forpermitting the car to be coupled to other railroad cars and the like. Toprovide additional shock absorption, the couplers 40 and 42 areconnected with conventional cushion units, one of which is shown at 44.The underframe 34 may be of standard design and construction so long asit is able to support the weight of the containers 22 without unduesagging.

A generally horizontal floor 46, made of a plurality of metal sheets orplates, is supported by the underframe 34 and has a generally smooth,continuous upper surface. The floor 46 extends from one end of the car20 to the other and from one side of the car to the other. The lowerends of the sets of stacked containers 22 rest on and are supported bythe floor 46 when loaded in the car 20.

As best shown in FIGS. 3, 4 and 7, a plurality of transversely disposedfloor risers 48 and a plurality of shorter, longitudinally disposedfloor risers 50 are secured to the floor 46. The risers 48 extend fromone side of the car to the other at preselected intervals along thelength of the car, while the risers 50 extend longitudinally of the car(and perpendicularly to the risers 48) a short distance from one riser48 toward an adjacent riser 48. The risers 48 and 50 project above theplane of the floor 46, and as arranged, define four sides of a pluralityof compartments which are adapted to snugly receive the lower-ends ofthe containers 22. The risers 48 and 50 prevent lateral relativemovement between the lower ends of the containers 22 resting on thefloor 46 and the floor. To facilitate placement of the containers in thecompartments defined by the risers 48 and 50, the upper ends of therisers are formed in a peak.

A bulkhead 52 is located at one end of the car 20, and a bulkhead 54 islocated at the other end of the car 20. The bulkheads 52 and 54 extendvertically, upwardly from the plane of the floor 46, a distance greaterthan the height of the upper ends of the sets of stacked containers 22above the floor 46. The bulkheads 52 and 54 are structurally identicaland each is made of a plurality of large metal, vertically disposedchannels 56 which are secured at their lower ends to the under frame 34.A large metal, horizontally disposed channel 58 extends transverselyacross the car and is secured to the upper ends of the channels 56.Other bracing members may be utilized to reinforce the bulkheads, but nosuch bracing members have been shown for the purpose of clarity.

On each of the bulkheads 52 and 54, a vertical bulkhead extension 60 issecured to the upper surface of the channels 58 so that the longitudinalaxis of each extension is aligned with the longitudinal axis of the car.A pair of structural members 62 and 64 extend between the upper ends ofthe bulkheads 52 and 54. The longitudinal axes of the members 62 and 64are parallel to the longitudinal axis of the car. The ends of thesemembers 62 and 64 are secured to the sides of the extensions 60 so thatthe members can transmit and distribute forces between the bulkheads andso that when the car is bumped at one end, the members are subjected totension. As shown, the members 62 and 64 are tubular in cross-sectionalthough, of course, the members could have anyother cross-sectionalconfiguration.

A plurality of vertically disposed beams 65 are utilized to support themembers 62 and 64 at regular intervals along the length of the members.The lower ends of the beams 65 are secured to the floor 46 and the upperends thereof are secured to the lower surface of the members.

An upper assembly, indicated generally at 66, overlies in floor 46 ofthe car, and thus the upper ends of the sets of stacked containers 22resting on the floor 46 and extends between the inner, transverse facesof the bulkheads 52. and 54. In car 20, the upper assembly 66 forms aroof or covering for the upper ends of the containers. The'up'perassembly 66 is adapted to be vertically moved, between an'upper positionand a lower position, as hereinafter more fully described.

Asbest seen in FIGS. 2 and 5-7, the upper assembly 66 includes twocenter beams 68 and 70, a plurality of supporting, verticallydisposed'angles 72 and 74, upper and lower plates 76 and 78, andsidebeams 80 and 82. Allof the beams 68, 70, 80- and 82 extendlongitudinallylfromone end'of upper assembly 66 to the othercenterbeams68 and '70 are positioned on opposite sides (Wand equi-spacedfrom the longitudinal axis of the assembly 66. The upper and lowerplates 76 and 78 are horizontally disposed and extendfrom oneend of theupper" assembly- 66 to the other. The upper plate 76 is secured to theupper surfaces or edges of the center beams 68 and 70 while the lowerplate 78 is secured to the lower surfaces or edges of the center beams68 and 70 so that the beams and the plates form a boxlike structure. Thelower plate 78 has portions cut away through which the beams65 extend.

, Asshown, thezside edges of the plates extend beyond the verticalplanes which include the beams 68 and 70. At regularly spaced intervalsalong the length of the upperassembly 66, the angles 72 and 75 aresecured between the extended side edges of the plates 76 and 78 so as toreinforce and support these side edges. The side beams80. and 82 arepositioned adjacent to the sides of the. assembly 66, with the beam 80being spaced transversely from the beam 68 and with the beam 82 beingspaced transversely from the beam 70. r A plurality of transverse beams84 extend from one side of the upper assembly to the other at regularintervals along the length of the assembly 66. The lower surfaces of theplate 78, and thus'indirectly, the lower surfaces of the beams 68 and70, are secured to the upper surfaces or edges of the beams 84. Sideplates or sheets 88 are secured, along their one side edges, to the sideedges of the plate 76 and along their other side edges, to the uppersurface or edge of the side beam 80. In a like manner, side plates orsheets 90 are secured, along their one side edges to the other side edgeof the plate 76 and along their other side edges to the upper surface oredge of the side beam 82.

As seen'in FIGS. 5 and. the structural member 62 is disposed adjacent tothe beam 68 and between the extended side edges of the plates 76 and 78nearest to the side beam 80, while the structural member 64 is disposedadjacent to the. beam 70 and between the extended side edges of theplates 76 and 78 nearest to the side beam 82. The space between theplates 76 and 78 is sufficient so as to permit the desired verticalmovement of the assembly 66 without any contact occurring between themembers and the plates 76 and 78. In this and are parallel to thelongitudinal axis' of the .car, The

respect, the assembly 66 is shown in its lower or transport position inFIG. 5 while the assembly 66 is shown in its upper position in FIG. 6.

As best shown in FIG. 2, a flat, transversely disposed, compressionplate 92 is secured to each end of the side beam 80, and a flat,transversely disposed compression plate 94 is secured to each end of theside beam 82. Ina like manner, a flat, transversely disposed compressionplate 96 is secured to and between the one endsof the beams 68 and whileanother plate 96 is secured to and between the other ends of the beams68 and 70. These plates '92, 94 and 96 are all disposed in a commonplane which is perpendicular'to the vertical plane, including thelongitudinal axis of the car 22, and which isinclined at an angle withrespect to the vertical. The inner faces of thebulkheads 52 and 54 eachhave three compression plates 98 mounted thereon, with a plate 98 beingaligned with each of the plates 92, 94 and 96. Like the plates 92, 94'and 96, the plates 98' are disposedina common plane which isperpendicular to vertical plane including thelongitudinal axis of thecar 20 and which is parallel to the plane of the plates 92, 94 and 96.As shown in' FIG. 12, the plates 92, 94 and 96 are arranged so that whenthe upper assembly 66 is moved toits lower position, the plates 92, 94and 96 come into surface-to-surface contact with the plates 98 that areadjacent to and aligned therewith. Thus, when the upper assembly 66 isin its lower position and when one end of the car 20 is bumped, thebeams 68, 70, and 82 are in compression, and together with the members62 and 64, provide a means for transmitting and distributing forces toand between the bulkheads 52 and 54.

As best shown in FIGS. 7-10, a plurality of pin receiving pods 100 aremounted on the underside of the upper assembly 66, with a pod beingpositioned over and aligned with each corner of each of the compartmentsdefined on the floor 46 by the risers 48 and 50. Each of the pods 100are formed from a resilient material or an elastomer, such as, forexample, rubber or urethane, so that the lower portion 104 thereof ismore resilient than the upper portion 106. Each pod 100 has a recess 102formed therein. These recesses 102 are designed to receive the pins 28on the corner posts 24 of the upper containers of the sets of stackedcontainers when the upper assembly 66 is in its lower position. The pods100 restrain the upper ends of the sets of stacked containers againstrelative movement with respect to the upper assembly 66, and tend toabsorb or dampen forces imposed thereon by the containers. The lowerportion 104 of the pod 100 is sufficiently resilient so as to allow forsome misalignment between the pin 28 and the recess 102 as the upperassembly moves to its lower position and so as to permit some,compression as the upper assembly moves to its lower position so thatthe upper assembly can securely clamp the containers. The upper portion106 of the pods is sufficiently strong to withstand the force momentsimposed thereon by the pins 28 when the car 20 is bumped. The pods 100,of course, transmit such force moments to the upper assembly 66 as wellas absorbing or dampening such force moments.

The means utilized to move the upper assembly 66 vertically is best seenin FIGS. 2, 5 and 6. These means are located at each end of the floor46, i.e., adjacent to the inner faces of the bulkhead S2 and 54 and attwo other positions equi-spaced between the ends of the floor. The meansare structurally and functionally identical and for this reason, onlyone such means will be described in detail.

A pair of generally triangular brackets or plates 108 and 110 aresecured, along their bases, to and depend from the under surface of atransverse beam 84, with brackets and the beam lying in a common plane.The upper ends 112 and 1 14 ofa pair of identical levers 116 and 118 arepivotally connected to the brackets 108 and 110, respectively, adjacentto their apexes, so that the levers pivot about axes parallel to thelongitudinal axis of the car 20. The lower end 120 of the lever 116 ispivotally connected to one ends of the shorter levers 122 and 124 whilethe lower end 126 of the lever 118 is pivotally connected to the oneends of the shorter levers 128 and 130. The length of the levers 116 and118 may be adjusted so as to insure that the upper assembly 66 is leveland so as to assure that the upper assembly will tightly and securelyclamp the containers when the upper assembly will tightly and securelyclamp the containers when the upper assembly is in its lower position.The levers 122 and 128 are identical as are thelevers 124 and 130.

Two pairs of identical, generally triangular brackets 132 and 134 aremounted on the floor 46 below the brackets 108 and 110, respectively.The two brackets forming each of the pairs of brackets 132 and 134 arespaced from each other, in a direction parallel to the longitudinal axisof the car 20, a distance slightly greater than the width of the levers120, 122 and 124 and the levers 126, 128 and 130. The other ends of thelevers 122 and 128 are pivotally connected to the pairs of brackets 132and 134 by means of pins, not shown, so that the levers 122'and 128 canpivot about axes parallel to the longitudinal axis of the car 20. Asshown in FIG. 5, the other ends of the levers 124 and 130 are pivotallyconnected to a head 136 secured on the lower end of a vertically mountedmachine screw 138. The machine screw 138 may be rotated by aconventional electric motor 140 and coupling unit 141 which aresupported above the floor by supports, not shown. Rotation of themachine screw 138 by the motor and unit 140 causes the screw to movevertically, and such vertical movement of the screw 138 results invertical movement of the head 136 which, in turn, causes the levers 116are 118 to be moved vertically. More specifically, when the upperassembly 66 is in its lower position, such as shown in FIG. 5, rotationof the machine 138 causes the head 136 to move upwardly. This movementof the head 136, in turn, causes the levers 116 and 118 to move upwardlythereby raising the upper assembly 66. Conversely, when the assembly 66is in its upper position rotation of the machine screw 138 results indownward movement of the head 136 and this, in turn, causes the levers116 and 118 and, thus, the upper assembly 66, to move downwardly. As theassembly 66 moves downwardly, the assembly contacts the upper ends ofupper containers and applied an increasing clamping or downwardlydirected holding force on the containers so that when the upper assembly66 is in its lower position, the sets of stacked containers 22 aresecurely restrained or clamped against vertical movement with respect tothe floor 46.

The levers 116, 118, 122, 124, 128 and 130 are arranged so that thelevers 116 and 122 and the levers 118 and 128 pass over center (withrespect to the pins interconnecting the other ends of the levers 122 and128 to the brackets 132 and 134) as the upper assembly 66 is moved toits lower position. This, together with the face that the motor 140 andunit 141 prevent any rotation of the screw 138 when the motor is notactuated, serves to retain or hold the assembly 66 in its lower positionand thus, assure that the containers are and remain clamped down duringtransport.

Alternatively, and as shown in FIG. 6, the head 136 can be connected tothe end of a piston rod 142 of a conventional double acting, hydrauliccylinder 144 which is mounted on the beams so its longitudinal axis isvertical. Actuation of the cylinder 144 causes vertical movement of thehead 136 in the same manner as when the head is connected to the machinescrew 138. The hydraulic system for the cylinder 144 is conventional andfor that reason is not described. The hydraulic system must, however, bedesigned so as to insure that the head 136 will remain in the positionit was in when actuation of the cylinder 144 ceased. The hydraulicsystem (except, of course, for the cylinder 144) may be mounted on thecar 20 or, alternatively, be located on the loading dock used to loadand unload the car 20.

In use and assuming that the car 20 is loaded with containers, like thecontainers 22, and that the car is parked next to, for example, aloading clock of a plant manufacturing synthetic rubber, the upperassembly 66 is raised from its lower or transport position, to its upperposition by actuation of the motors 140 or the cylinders 144, as thecase may be. The means for raising the assembly 66 are synchronized sothat the assembly 66 is raised and lowered in a level position.

When the assembly 66 is in its upper position, the operation of themotors 140 or cylinders 144 is discontinued. When the assembly 66 is inits upper position, the pins 28 projecting on the upper containers inthe sets of stacked containers in the car 20 are no longer disposedwithin the recesses 102 in the pods 100. In fact, the pods arepositioned above the upper ends of the pins 28 a distance greater thanthe height of the risers 48 and 50 above the floor 46. After theassembly has been moved to its upper position, the containers 22 may beunloaded from the car, either manually or by some mechanical means, suchas a fork lift truck, through the open sides of the car.

In a like manner, containers filled with bales of synthetic rubber canthereafter be loaded onto the car. As noted above, the lower ends of thebottom containers of the sets of stacked containers are placed withinthe compartments defined on the floor 46 by the risers 48 and 50. Theupper container of each set is placed on top of the bottom container 22so that pins 28 of the bottom container fit within the recesses 30 inthe lower ends of the posts 24 of the upper container.

When the car 20 is again completely loaded, the motors or cylinders 144can again be actuated so that the upper assembly is lowered to its loweror transport position. The assembly 66 is held in its lower position, bythe motors 140 and unit 141 or the cylinders 144, as the case may be.

When the assembly 66- is in its lower position, the pins 28 on the uppercontainers are disposed within the recesses 102 in the pods 100. Thus,the pods 100 prevent any relative movement between the upper containersand the upper assembly 66. Moreover, the pods 100, together with therisers 48 and 50, prevent relative movement between the sets of stackedcontainers and the car.

If the car is bumped during transport or otherwise, the sets of stackedcontainers will impose force moments on the pods 100 and thus the upperassembly 66. The beams 68, 70, 80 and 82 and the members 62 and transmitand distribute the resultant forces to both bulkheads 52 and 54, which,together, are strong enough to resist without damage to the car.

- Referring now to FIGS. 12 and 13, another railroad car embodying thepresent invention is shown generally at 148,. The car 148 isstructurally identical to the'car for transmitting and-distributingforces between-the bulkheads is different from that utilized in car 20.Also,

it shouldbe noted that, unlike in car 20, the members 62 .and64 aresubjected to compression loading in car 148 whenthecar148 is bumped.

As seen in FIG. l2,the assembly 150 includes two i longitudinallydisposed beams 152 and 154 which extend from one end of the assembly 150to the other and which are equi-spaced fro'm the longitudinal axis ofthe assembly. Two longitudinally disposed, side beams 156 and 158 alsoextend from one end of the assembly 150 to the other and are equi-spacedfrom the longitudinal axis of the assembly and from the beams 152 and154,

respectively. The side beams 156 and 158 define the sides of theassembly 150. Two other longitudinally disposed beams 160 and 162 extendfrom one end of the assembly 150 to the other, are positioned betweenthe beams 152 and 156 and the beams 154 and 158, respectively, and areequi-spaced from the longitudinal axis of the assembly 150. Thelongitudinal'axes of the beams 152, 154, 156, 158, 160 are 162 areparallelto the longitudinal axis of the assembly 150. The beams 152,154, 160 and 162 are of sufficient length so that their ends overlie orextend over the channels 58 of the bulkheads 52 and 54.

In place of each of the transverse beams 84,- the assembly 150 utilizesa pair of aligned, transverse beams 164 and 166. The beams 164 and 166are connected at their outer ends, by gussets 168 and 170, to the sidebeams 156 and 158, respectively, and are interconnected at their innerends, by gussets 172. The lower ends of the beams 152and 160 are securedto the beams 164 and 166, respectively. Center plates 174 extend betweenand interconnect the upper ends of the beams 152 and 154. Plates 176extend between and interconnect the upper ends of the beams 152 and 160while plates 178 extend between and interconnect the upper ends of thebeams 154 and 162. Side plates 1 80 extend between and interconnect theupper ends of the beams 156 and 160, and side plates 182 extend betweenand interconnect the beams 158'and 162. The plates 174, 176, 178, 180and 182, in addition, form a roof or protective cover for the assembly150. The assembly 150 also includes a number of braces, such as 172 andthe upper ends of the beams 152 and 154, respectively, to reinforce theassembly.

The members 62, and 64 are positioned between the beams 152 and 160 andthe beams 154 and 162, respectively, and the beams are of sufficientheight, and are spaced transversely from each other a s'ufiicientdistance so that there is no contact between members 62 and 64 and thebeams 152, 154, 160, 162, 164 and 166 and the sheets 176 and 178 whenthe upper assembly 150 is moved with respect to the members 62 and 64. x

As best shown in FIG. 13, the bulkheads used on the car 148 arestructurally identical to thebulkheads on the car 20 except that on eachbulkhead, there are two identical, transversely spaced apart, verticalextensions 184 and 186, instead of just the one vertical extension 60,secured to the upper surface of the channels 58. The ends of thestructural members 62 are secured to the upper ends of the extensionsl84-while the ends of the structural members 64 are secured to the upperends of the extensions 186, Transverse plates 188 and 190 are mounted oneach end of the members 62 and 64, respectively, I v i Transverse,reinforced plates -l92 extend between and interconnected the ends of thebeams 152 and 160.

. Similarly, transverse reinforced plates 194 extend between andinterconnect the ends of the beams 154 and 162. The distance between theplates 192, i.e., the length of the beams 152 and 160, and the distancebetween the plates 194, i.e., the length of the beams 154 and 162, isslightly greater than the distance between the plates 188 and betweenthe plates 190, respectively. Moreover, the beams 152 and 160 and thebeams 154 and 164, are positioned with respect to the members 62 and 64,respectively, so that when the assembly is moved to its lower position,the plates 192 are moved into surface-to-surface contact with the plates188 and the plates 194 are moved into surfaceto-surface contact with theplates 190, whereby when the car 148 is bumped, the plates 194 will bearon the plates'l90 and the plates 192 will bear on the plates 188. Inother words, when the car 148 is bumped, the beams. 152, 154, and 162will be subjected to tension loading, and as noted above, the-members 62and 64 will be subject to compressionloading.

Referring now to FIG. 14, another railroad car embodying the presentinvention is shown generally at 200. The car 200 is structurallyidentical to the car 20 except for the means for transmitting anddistributing forces to the bulkheads 52 and 54. Unlike cars 20 and 148,car 200 does not utilize stationary structural members, like members 62and 64, but, rather, the means for transmitting and distributing forcesis entirely carried by the upper assembly 202. As shown, the upperassembly 202 overlies the upper ends of the bulkheads and includes, ateach end, at least one pair of longitudinally spaced plates 204 and 206which are secured to and depend from the lower surface of the assembly202. The plates 204 and 206 on each end of the as- I sembly 202 areinterconnected by longitudinally exbraces 184 and 186, which extendbetween the gusset tending beams which, like beams 72, 74, 76 and 78,are carried by the assembly 202.

The plates 204 and 206 are each inclined at the same angle with respectto the vertical and are disposed so that the two transverse planes whichinclude the plates 204 and 206 intersect each other along a line abovethe upper end of the bulkheads. Vertical extensions 208 are secured tothe upper surface of the channels 58 on each of the bulkheads. Theextensions 208 each include an inner facing plate 210 and an outerfacing plate 212 which are positioned in back-to-back fashion. Theplates 210 are aligned with and disposed at the same angle, with respectto the vertical, as the plates 204. Similarly, the plates 212 are.aligned with and disposed at the same angle, with respect to thevertical, as the plates 206. The distance between the plates 204 and 206and between the plates 210 and 212 is selected so that when the upperassembly 202 is moved to its lower or transport position, there issurface-to-s urface contact between the plates 204 and 210 and betweenthe plates 206 and 212. When the car 200 is bumped, contact between theplates 204 and 210 and between the plates 206 and 212 serves to transmitand distribute forces imposed upon the assembly 202 to both of thebulkheads. Lastly, it should be noted that while only one set of plates204, 206, 210 and 212 has been shown, additional sets of such plates,'ofcourse, can be utilized on each end of the assembly 202.

Referring now to FIG. 15, still another railroad car embodying thepresent invention is shown generally at 214. The car 214 is structurallyidentical to car 20 except, like car 200, the means for transmitting anddistributing forces to the bulkheads 52 and 54 is carried entirely bythe upper assembly 216.

In car 214, the ends of the assembly 216 overlie the upper ends of thebulkheads 52 and 54. Racks 218, including a plurality of teeth, aresecured to the under surface adjacent to each end of the assembly 216.Complimentary racks 220, also including a plurality of teeth, aremounted on the upper ends of the bulkheads 52 and 54 and are disposedbeneath and in alignment with the adjacent racks 218. When the assembly216 is moved to its lower or transport position, the racks 218 and 220are engaged so that the sides of the teethof the racks 218 bear againstthe sides of the teeth of the racks 220 and vice versa. Thus, theengagement between the teeth of the racks 218 and 220 serves tointerconnect the upper assembly 216 with the upper ends of the bulkheads52 and 54, thereby permitting the forces imposed upon the assembly to betransmitted and distributed to both bulkheads.

In view of the foregoing, it is apparent that the new and improvedrailroad car of the present invention provides an economical way totransport containers for shipping heavy materials. Cars embodying thepresent invention may be ruggedly constructed yet have relatively simpledesign. Such cars have an additional advantage of being capable of beingloaded and unloaded with a minimum of time and efiort because of thecompletely open sides.

In conclusion, it should be noted that while the foregoing descriptionswere directed to railroad cars, the principles of the present inventioncould also be utilized in other types of container carrying vehicles.Also, for example, lever systems other than the specific lever systemdescribed herein could be utilized to raise and lower the upper assemblyof the car, and means other than the risers 48 and 50 and the pods 100could be used to restrain relative movement between the sets of stackedcontainers and the car during transport.

Likewise, the design and construction of the bulkheads 52 and 54 couldbe modified from that described herein. Thus, it should be understoodthat the embodiments of the present invention which have been describedhereinabove are merely illustrative of one application of the principlesof the present invention, and numerous modifications may be made to thedisclosed embodiments without departing from the spirit and scope of thepresent invention.

What is claimed is:

1. An improved railroad car for transporting a plurality of containersuseful for shipping relatively heavy materials, such as bales ofsynthetic rubber, the improved railroad car having front and rear endsand comprising:

a substantially horizontal floor means, including supporting frame meanstherefor, for receiving the containers to be transported on the railroadcar, the floor means having first and second ends which are adjacent tothe front and rear ends, respectively, of the railroad car;

first and second vertically disposed bulkheads located adjacent to thefirst and second ends, respectively, of the floor means, with thebulkheads being secured, at their lower end, to the floor means and withthe upper ends of the bulkheads being disposed above the plane of thefloor means;

means positioned adjacent to the front and rear ends of the railroad carfor coupling the railroad car to other railroad cars or the like, thecoupling means including shock absorbing means;

means for restraining relative movement between the lower ends of thecontainers and the floor means during transport;

substantially horizontally disposed upper assembly means positionedabove and overlying the lower restraining means;

means for selectively moving the upper assembly means between a firstposition wherein the upper assembly means is positioned above the floormeans a distance substantially equal to the height of the upper ends ofthe containers above the floor means and a second position wherein theupper assembly means is spaced from the upper ends of the containers soas to permit facile loading and unloading of containers onto and fromthe floor means of the railroad car;

means for preventing relative movement between the upper ends of thecontainers and the upper assembly means when the upper assembly means isin its first position;

means for holding the upper assembly means in its first position duringtransport of the railroad car; and

means connecting the upper ends of the first and second bulkheads fortransmitting and distributing forces acting in the first and secondbulkheads between the first and second bulkheads, particularly when therailroad car is bumped.

2. The improved railroad car described in claim 1 wherein the railroadcar is designed to transport a plurality of sets of at least twocontainers stacked one on top of the other; wherein the floor meansincludes an upper surface on which the lower ends of the lowermostcontainers in the sets of stacked containers are supported; wherein theupper assembly means holds the containers against vertical movement withrespect to the floor means when the upper assembly means is in its firstposition; and wherein at least a portion of the means for preventingrelative movement between the upper ends of the uppermost containers inthe sets of stacked containers and the upper assembly means is carriedby the upper assembly means.

3. The improved railroad car described in claim 2 wherein the upperassembly means includes a plurality of movable structural members whichextend longitudinally between the first and second bulkheads when theupper assembly means is in its first position.

.4. The improved railroad car described in claim 3 wherein theconnecting means includes at least one structural member which extendslongitudinally between the first and second bulkheads; and wherein themovable structural members of the upper assembly means act as tensionmembers when the railroad car is bumped; wherein the structural memberof the connectingmeans acts as a compression member when therailroad-car is bumped.

5 The improved railroad car described in claim 3 wherein theconnectingmeans includes at least one structural member which extendslongitudinally between thefirst and second bulkheads; and wherein themovable structural members of the upper assembly means act ascompression members when the railroad car is bumped; wherein thestructural member of the connecting means acts as a tension member whenthe railroad car is bumped.

6. The improved railroad car described in claim 2 wherein the upperassembly meansv functions as a roof for the railroad car and overliesthe floor means between the first and second bulkheads when the upperassembly means is in its first position.

7. The improved railroad car'described in claim 6 wherein the upperassembly means is moved substantially vertically between its first andsecond positions.

8. The improved railroad car described in claim 2 wherein the upperassembly means is positioned above the floor means a distance greaterthan the height of the upper ends of the stacked containers when theupper assembly means is in its second position.

9. The improved railroad car described in claim 2 wherein the connectingmeans includes at least one structural member which extendslongitudinally between the first and second bulkheads.

l0. Theimproved railroad car described in claim 9 wherein the structuralmember is tubular in cross-section.

11. The improved railroad car described in claim 3 wherein means arepositioned between the upper ends of the first and second bulkheads andthe adjacent end portions of the structural members of the upperassembly means for causing engagement between the upper ends of the firsand second bulkheads and the adjacent end portions of the structuralmembers of the upper assembly means when the upper assembly means is inits first position so as to prevent relative horizontal movement betweenthe first and second bulkheads and the end portions of the structuralmembers of the upper assembly means so that the structural members ofthe upper assembly means acts as at least a portion of the means forconnecting the upper ends of the first and second bulkheads together fortransmitting and distributing forces acting on the first and secondbulkheads between the first and second bulkheads when the upper assemblymeans is in its first position.

12. The improved railroad car described in claim 11 wherein at least aportion of the one and the other ends of the structural members of theupper assembly means overlies the upper ends of the bulkheads adjacentthereto.

13. The improved railroad car described in claim 12 wherein first andsecond rack means are mounted on the upper ends of the first and secondbulkheads, respectively; wherein third and fourth rack means are mountedon the one and the other overlying end portions of the upper assemblymeans, respectively; wherein the rack means are positioned and arrangedso that the first and second rack means are in engagement with the thirdand fourth rack means, respectively, when the upper assembly means is inits first position.

14. The improved railroad car described in claim 12 wherein each endportion of each of the structural members includes a bearing surface;wherein the upper ends of the first and second bulk-heads includebearing surfaces which are complimentary to and are adapted forsurface-to-surface contact between the bearing surfaces on the adjacentstructural members of the upper assembly.

15. The improved railroad car described in claim 12 wherein each endportion of each of the structural members includes a bearing surface,the plane of which is inclined with respect to the vertical and withrespect to the bearing surface on the opposite end portion of thestructural member; wherein the upper ends of the first and secondbulkheads include bearing surfaces which are complimentary to and areadapted for surface-to-surface contact between the bearing surfaces onthe adjacent structural members of the upper assembly.

l6. Theimproved railroad car described in claim 15 wherein each endportion of each of the structural members includes a pair of bearingsurfaces, the planes of which are inclined with respect to theverticaland with respect to each other; wherein each of the upper ends of thefirst and second bulkheads include a pair of bearing surfaces which arecomplimentary to and are adapted for surface-to-surface contact betweenthe pair of bearing surfaces on the adjacent end portion of thestructural member of the upper assembly.

17. The improved railroad car described in claim 11 wherein theconnecting means includes at least one structural member which extendslongitudinally between the first and second bulkheads; and wherein themovable structural members of the upper assembly means act as tensionmembers when the railroad car is bumped; wherein the structural memberofthe connecting means acts as a compression member when the railroadcar is bumped.

18. The improved railroad car described in claim 11 wherein theconnecting means includes at least one structural member which extendslongitudinally between the first and second bulkheads; and wherein themovable structural members of the upper assembly means act ascompression members when the railroad car is bumped; wherein thestructural member of the connecting means acts as a tension member whenthe railroad car is bumped.

19. The improved railroad car described in claim 2 wherein the lowerrestraining means includes a plurality of substantially horizontallydisposed floor retaining members mounted on the upper surface of thefloor means, wherein the upper edges of the floor retaining members arespaced above the plane of the upper surface of the floor means; whereinthe floor retaining members define a plurality of compartments on theupper surface of the floor means, with the size and shape of each suchcompartment being substantially the same as the size and shape of thelower ends of the lowermost containers in the sets of stacked containersso that the lower end of lowermost container may be fit within acompartment and be restrained therein against horizontal movementrelative to the upper surface of the floor means.

20. The improved railroad car described in claim 19 wherein floorretaining members are spaced between adjacent sets of stacked containersand together with the means for preventing relative movement between theupper ends of the containers, prevent the adjacent sets of stackedcontainers from contacting each other during transport.

21. The improved railroad car described in claim 2 wherein the means forpreventing relative movement between upper ends of the uppermostcontainers of the sets of stacked containers includes a plurality ofmounting means carried by the upper assembly means and adapted tocontact upper portions of the uppermost containers of the sets ofstacked containers and to prevent vertical movement of the sets ofstacked containers.

22. The improved railroad car described in claim 21 wherein pins projectupwardly from and extend upwardly above the horizontal plane of theupper ends of the uppermost containers of the sets of stackedcontainers; wherein the mounting means includes a plurality of mountingassemblies which are carried by the upper assembly means, the mountingassemblies having recesses formed therein which are positioned andconstructed so as to receive the pins therein.

23. The improved railroad car described in claim 22 wherein the materialwhich defines the recesses in the mounting assemblies is a relativelyresilient material so that the material can take the moments imposedupon the mounting assemblies by the pins as a result of the railroad carbeing bumped.

24.. The improved railroad car described in claim 23 wherein thematerial is an elastomer having upper and lower horizontally disposedlayers, with the layers having different hardnesses.

25. The improved railroad car described in claim 24 wherein the upperlayer of the elastomer is less resilient than the lower layer thereof;wherein the use of the elastomer provides compensation for differingheights of the sets of stacked containers; and wherein the elastomertends to absorb or dampen the forces imposed thereon.

26. The improved railroad car described in claim 2 wherein the means formoving the upper assembly means includes a power actuated linkageassembly which is connected with the upper assembly means.

27. The improved railroad car described in claim 26 wherein a pluralityof linkage assemblies are utilized to raise and lower the upper assemblymeans vertically while maintaining the plane of the upper assembly meanssubstantially parallel to the plane of the upper surface of the floormeans; and wherein each of the linkage assemblies comprise: 4

first and second substantially identical links are pivotally connectedat their upper ends to opposite sides of the underside of the upperassembly means;

third and fourth substantially identical links which are pivotallyconnected at their one ends with the lower ends of the first and secondlinks, the other ends of the third and fourth links being pivotallyconnected to fixed pivot points which are spaced from each other andwhich are spaced between the upper surface of the floor means and theupper assembly means;

fifth and sixth substantially identical links which are pivotallyconnected at their one ends to the one ends of the third and fourthlinks and which are pivotally connected at their other ends to thereciprocally movable power output shaft.

28. The improved railroad car described in claim 27 wherein the axes ofthe fixed pivot points are parallel, horizontally disposed and spacedfrom the upper surface of the floor means a distance slightly greaterthan the length of the second and third links; wherein the power outputshaft is vertically movable, is positioned between the fixed pivotpoints and is arranged so that its axis is perpendicular to the plane ofthe fixed pivot points and intersects the longitudinal centerline of therailroad car; wherein at least one of the linkage assemblies is disposedbetween adjacent sets of stacked containers; and wherein the lengths ofthe first and second links are adjustable.

29. The improved railroad car described in claim 3 wherein theconnecting means includes at least one structural member which extendslongitudinally between the first and second bulkheads; wherein the upperassembly means is positioned above the floor means a distance greaterthan the height of the upper ends of the stacked containers when theupper assembly means is in its second position; and wherein the upperassembly means is moved substantially vertically betweenits first andsecond positions.

30. The improved railroad car described in claim 29 wherein the movablestructural members of the upper assembly means act as tension memberswhen the railroad car is bumped; and wherein the structural member ofthe connecting means acts as a compression member when the railroad caris bumped.

31. The improved railroad car described in claim 29 wherein the movablestructural members of the upper assembly means act as compressionmembers when the railroad car is bumped; and wherein the structuralmember of the connecting means acts as a tension member when therailroad car is bumped.

32. The improved railroad car described in claim 29 wherein thestructural members are tubular in crosssection.

33. The improved railroad car described in claim 29 wherein the upperassembly means functions as a roof for the railroad car and overlies thefloor means which.

17 between the first and second bulkheads when the upper assembly meansis in its first position.

34. The improved railroad car described in claim29 wherein the lowerrestraining means includes a plurality of substantially horizontallydisposed floor retaining members mounted on the upper surface of thefloor means; wherein the upper edges of the floor retaining members arespaced abovethe plane of the upper surface of the floor means whereinthe floor retaining members define a plurality of compartments on theupper surfaceof the floor means, with the size and shape of each suchcompartment being substantially the same as the size and shapeof thelower ends of the lowermost containers in the sets of stacked containersso that the lower end of the lowermost container may be fitted within acompartment and be restrained therein against horizontal movementrelative to the upper surface of the floor means.

'35 The improved railroad car described in claim 34 wherein the meansforpreventing relative movement between upper ends of the uppermostcontainers of the sets of stacked containers includes a plurality ofmounting means carried by the upper assembly means and adapted tocontact upper portions of the uppermost containers of the sets ofstackedcontainers and to prevent vertical movement of the sets ofstacked containers; wherein floor retaining members are spaced betweenadjacent sets of stacked containers and together with'the means forpreventing relative movement between the upper ends of the containers,prevent the adjacent sets of stacked containers from contacting eachother during transport.

36 The improved railroad car describedin claim 35 wherein means arepositioned between the upper ends of the first and second bulkheads andthe adjacent end portions of the structural members of theupper assemblymeans for causing engagement between the upper ends of the first andsecond bulkheads and the adjacent end portions of the structural membersof the upper assembly means when the upper assembly means is in itsfirst position so as to prevent relative horizontal movement between thefirst and second bulkheads and the end portions of the structuralmembers of the upper assembly means so that the structural members ofthe upper assembly means acts as at least a portion of the means forconnecting the upper ends of the first and second bulkheads together fortransmitting and dis tributing forces acting on the first and secondbulkheads between first and second bulkheads when the upper assemblymeans is in its first position.

37. The improved railroad car described in claim 36 wherein at least aportion of the one and the other ends of the structural members of theupper assembly means overlies the upper ends of the bulkheads adjacentthereto; wherein each end portion of each of the structural membersincludes a bearing surface; wherein the upper ends of the first andsecond bulkheads include bearing surfaces which are complementary to andare adapted for surface-to-surface contact 'between the bearing surfaceson the adjacent structural members of the upper assembly.

38. The improved railroad car described in claim 37 wherein the meansfor moving the upper assembly means includes a power actuated linkageassembly which is connected with the upper assembly means;

wherein the upper assembly means functions as a roof for the railroadcar and overlies the floor means between the first and second bulkheadswhen the upper assembly means is in its first position; and wherein theupper assembly means is moved substantially vertically between its firstand second positions.

39. The improved railroad car described in claim 38 wherein pins projectupwardly from and extend upwardly above the horizontal plane of theupper ends of theuppermost containers of the sets of stacked containers;and wherein the mounting means includes a plurality of mountingassemblies which are carried by the upper assembly means, the mountingassemblies having recesses formed therein which are positioned andconstructed so as to receive the pins therein.

40. The improved railroad car described in claim 39 wherein the materialwhich defines the recesses in the mounting assemblies is a relativelyresilient material.

41 The improvedrailroad car described in claim 40 wherein the materialis an elastomer material having upper and lower horizontally disposedlayers, with the layers having different hardnesses; wherein the upperlayer of the elastomer is less resilient than the lower layer thereof;wherein the use of the elastomer provides compensation for differingheights of the sets of stacked containers; and wherein the elastomertends to absorb or dampen the forces imposed thereon by the pins as aresult of the railroad car being bumped.

42. The improved railroad car described in claim 38 wherein a pluralityof linkage assemblies are utilized to raise and lower the upper assemblymeans vertically while maintaining the plane of the upper assembly meanssubstantially parallel to the plane of the upper surface of the floormeans; and wherein each of the linkage assemblies comprise:

first and second substantially identical links which are pivotallyconnected at their upper ends to opposite sides of the underside of theupper assembly means;

third and fourth substantially identical links which are pivotallyconnected at their one ends with the lower ends of the first and secondlinks, the other ends of the third and fourth links being pivotallyconnected to fixed pivot points which are spaced from each other andwhich are spaced between the upper surface of the floor means and theupper assembly means;

fifth and sixth substantially identical links which are pivotallyconnected at their one ends to the one ends of the third and fourthlinks and which are pivotally connected at their other end to thereciprocally movable motor output shaft; wherein the axes of the fixedpivot points are parallel, horizontally disposed and spaced from theupper surface of the floor means a distance slightly greater than thelength of the second and third links, wherein the power output shaft isvertically movable, is positioned between the fixed pivot points and isarranged so that its axis is perpendicular to the plane of the fixedpivot points and intersects the longitudinal centerline of the railroadcar; and wherein at least one of the linkage assemblies is disposedbetween adjacent sets of stacked containers.

43. The improved railroad car described in claim 42 wherein the lengthsof the first and second links are adjustable; wherein pins projectupwardly from and extend upwardly above the horizontal plane of theupper ends of the uppermost containers of the sets of stackedcontainers; and wherein the mounting means includes a plurality ofmounting assemblies which are carried by the upper assembly means, themounting assemblies having recesses formed therein which are positionedand constructed so as to receive the pins therein; wherein the materialwhich defines the recesses in the mounting assemblies is a relativelyresilient material so that the material can take movements imposed uponthe mounting assemblies by the pins as a result of the railroad carbeing bumped; wherein the resilient material is an elastomer havingupper and lower horizontally disposed layers, with the layers havingdifferent hardnesses; wherein the upper layer of the elastomer is lessresilient than the lower layer thereof; wherein the use of the elastomerprovides compensation for differing heights of the sets of stackedcontainers; and wherein the elastomer tends to absorb or dampen theforces imposed thereon by the pins.

44. The improved railroad car described in claim 43 wherein the movablestructural members of the upper assembly means act as tension memberswhen the railroad car is bumped; and wherein the structural member ofthe connecting means acts as a compression member when the railroad caris bumped.

45. The improved railroad car described in claim 43 wherein the movablestructural members of the upper assembly means act as compressionmembers when the railroad car is bumped; and wherein the structuralmember of the connecting means acts as a tension member when therailroad car is bumped.

46. The improved railroad car described in claim 43 wherein a motormeans actuates the linkage assembly which is connected with the upperassembly means; and wherein the motor means is positioned adjacent tothe upper surface of the floor means and between the upper surface ofthe floor means and the upper assembly means.

1. An improved railroad car for transporting a plurality of containersuseful for shipping relativEly heavy materials, such as bales ofsynthetic rubber, the improved railroad car having front and rear endsand comprising: a substantially horizontal floor means, includingsupporting frame means therefor, for receiving the containers to betransported on the railroad car, the floor means having first and secondends which are adjacent to the front and rear ends, respectively, of therailroad car; first and second vertically disposed bulkheads locatedadjacent to the first and second ends, respectively, of the floor means,with the bulkheads being secured, at their lower end, to the floor meansand with the upper ends of the bulkheads being disposed above the planeof the floor means; means positioned adjacent to the front and rear endsof the railroad car for coupling the railroad car to other railroad carsor the like, the coupling means including shock absorbing means; meansfor restraining relative movement between the lower ends of thecontainers and the floor means during transport; substantiallyhorizontally disposed upper assembly means positioned above andoverlying the lower restraining means; means for selectively moving theupper assembly means between a first position wherein the upper assemblymeans is positioned above the floor means a distance substantially equalto the height of the upper ends of the containers above the floor meansand a second position wherein the upper assembly means is spaced fromthe upper ends of the containers so as to permit facile loading andunloading of containers onto and from the floor means of the railroadcar; means for preventing relative movement between the upper ends ofthe containers and the upper assembly means when the upper assemblymeans is in its first position; means for holding the upper assemblymeans in its first position during transport of the railroad car; andmeans connecting the upper ends of the first and second bulkheads fortransmitting and distributing forces acting in the first and secondbulkheads between the first and second bulkheads, particularly when therailroad car is bumped.
 2. The improved railroad car described in claim1 wherein the railroad car is designed to transport a plurality of setsof at least two containers stacked one on top of the other; wherein thefloor means includes an upper surface on which the lower ends of thelowermost containers in the sets of stacked containers are supported;wherein the upper assembly means holds the containers against verticalmovement with respect to the floor means when the upper assembly meansis in its first position; and wherein at least a portion of the meansfor preventing relative movement between the upper ends of the uppermostcontainers in the sets of stacked containers and the upper assemblymeans is carried by the upper assembly means.
 3. The improved railroadcar described in claim 2 wherein the upper assembly means includes aplurality of movable structural members which extend longitudinallybetween the first and second bulkheads when the upper assembly means isin its first position.
 4. The improved railroad car described in claim 3wherein the connecting means includes at least one structural memberwhich extends longitudinally between the first and second bulkheads; andwherein the movable structural members of the upper assembly means actas tension members when the railroad car is bumped; wherein thestructural member of the connecting means acts as a compression memberwhen the railroad car is bumped.
 5. The improved railroad car describedin claim 3 wherein the connecting means includes at least one structuralmember which extends longitudinally between the first and secondbulkheads; and wherein the movable structural members of the upperassembly means act as compression members when the railroad car isbumped; wherein the structural member of the connecting means acts as atension member when the railroad car is bumped.
 6. The improved railroadcar described iN claim 2 wherein the upper assembly means functions as aroof for the railroad car and overlies the floor means between the firstand second bulkheads when the upper assembly means is in its firstposition.
 7. The improved railroad car described in claim 6 wherein theupper assembly means is moved substantially vertically between its firstand second positions.
 8. The improved railroad car described in claim 2wherein the upper assembly means is positioned above the floor means adistance greater than the height of the upper ends of the stackedcontainers when the upper assembly means is in its second position. 9.The improved railroad car described in claim 2 wherein the connectingmeans includes at least one structural member which extendslongitudinally between the first and second bulkheads.
 10. The improvedrailroad car described in claim 9 wherein the structural member istubular in cross-section.
 11. The improved railroad car described inclaim 3 wherein means are positioned between the upper ends of the firstand second bulkheads and the adjacent end portions of the structuralmembers of the upper assembly means for causing engagement between theupper ends of the firs and second bulkheads and the adjacent endportions of the structural members of the upper assembly means when theupper assembly means is in its first position so as to prevent relativehorizontal movement between the first and second bulkheads and the endportions of the structural members of the upper assembly means so thatthe structural members of the upper assembly means acts as at least aportion of the means for connecting the upper ends of the first andsecond bulkheads together for transmitting and distributing forcesacting on the first and second bulkheads between the first and secondbulkheads when the upper assembly means is in its first position. 12.The improved railroad car described in claim 11 wherein at least aportion of the one and the other ends of the structural members of theupper assembly means overlies the upper ends of the bulkheads adjacentthereto.
 13. The improved railroad car described in claim 12 whereinfirst and second rack means are mounted on the upper ends of the firstand second bulkheads, respectively; wherein third and fourth rack meansare mounted on the one and the other overlying end portions of the upperassembly means, respectively; wherein the rack means are positioned andarranged so that the first and second rack means are in engagement withthe third and fourth rack means, respectively, when the upper assemblymeans is in its first position.
 14. The improved railroad car describedin claim 12 wherein each end portion of each of the structural membersincludes a bearing surface; wherein the upper ends of the first andsecond bulkheads include bearing surfaces which are complimentary to andare adapted for surface-to-surface contact between the bearing surfaceson the adjacent structural members of the upper assembly.
 15. Theimproved railroad car described in claim 12 wherein each end portion ofeach of the structural members includes a bearing surface, the plane ofwhich is inclined with respect to the vertical and with respect to thebearing surface on the opposite end portion of the structural member;wherein the upper ends of the first and second bulkheads include bearingsurfaces which are complimentary to and are adapted forsurface-to-surface contact between the bearing surfaces on the adjacentstructural members of the upper assembly.
 16. The improved railroad cardescribed in claim 15 wherein each end portion of each of the structuralmembers includes a pair of bearing surfaces, the planes of which areinclined with respect to the vertical and with respect to each other;wherein each of the upper ends of the first and second bulkheads includea pair of bearing surfaces which are complimentary to and are adaptedfor surface-to-surface contact between the pair of bearing surfaces onthe adjacent end porTion of the structural member of the upper assembly.17. The improved railroad car described in claim 11 wherein theconnecting means includes at least one structural member which extendslongitudinally between the first and second bulkheads; and wherein themovable structural members of the upper assembly means act as tensionmembers when the railroad car is bumped; wherein the structural memberof the connecting means acts as a compression member when the railroadcar is bumped.
 18. The improved railroad car described in claim 11wherein the connecting means includes at least one structural memberwhich extends longitudinally between the first and second bulkheads; andwherein the movable structural members of the upper assembly means actas compression members when the railroad car is bumped; wherein thestructural member of the connecting means acts as a tension member whenthe railroad car is bumped.
 19. The improved railroad car described inclaim 2 wherein the lower restraining means includes a plurality ofsubstantially horizontally disposed floor retaining members mounted onthe upper surface of the floor means, wherein the upper edges of thefloor retaining members are spaced above the plane of the upper surfaceof the floor means; wherein the floor retaining members define aplurality of compartments on the upper surface of the floor means, withthe size and shape of each such compartment being substantially the sameas the size and shape of the lower ends of the lowermost containers inthe sets of stacked containers so that the lower end of lowermostcontainer may be fit within a compartment and be restrained thereinagainst horizontal movement relative to the upper surface of the floormeans.
 20. The improved railroad car described in claim 19 wherein floorretaining members are spaced between adjacent sets of stacked containersand together with the means for preventing relative movement between theupper ends of the containers, prevent the adjacent sets of stackedcontainers from contacting each other during transport.
 21. The improvedrailroad car described in claim 2 wherein the means for preventingrelative movement between upper ends of the uppermost containers of thesets of stacked containers includes a plurality of mounting meanscarried by the upper assembly means and adapted to contact upperportions of the uppermost containers of the sets of stacked containersand to prevent vertical movement of the sets of stacked containers. 22.The improved railroad car described in claim 21 wherein pins projectupwardly from and extend upwardly above the horizontal plane of theupper ends of the uppermost containers of the sets of stackedcontainers; wherein the mounting means includes a plurality of mountingassemblies which are carried by the upper assembly means, the mountingassemblies having recesses formed therein which are positioned andconstructed so as to receive the pins therein.
 23. The improved railroadcar described in claim 22 wherein the material which defines therecesses in the mounting assemblies is a relatively resilient materialso that the material can take the moments imposed upon the mountingassemblies by the pins as a result of the railroad car being bumped. 24.The improved railroad car described in claim 23 wherein the material isan elastomer having upper and lower horizontally disposed layers, withthe layers having different hardnesses.
 25. The improved railroad cardescribed in claim 24 wherein the upper layer of the elastomer is lessresilient than the lower layer thereof; wherein the use of the elastomerprovides compensation for differing heights of the sets of stackedcontainers; and wherein the elastomer tends to absorb or dampen theforces imposed thereon.
 26. The improved railroad car described in claim2 wherein the means for moving the upper assembly means includes a poweractuated linkage assembly which is connected with the upper assemblymeans.
 27. The improved railroad car described in claim 26 wherein aplurality of linkage assemblies are utilized to raise and lower theupper assembly means vertically while maintaining the plane of the upperassembly means substantially parallel to the plane of the upper surfaceof the floor means; and wherein each of the linkage assemblies comprise:first and second substantially identical links which are pivotallyconnected at their upper ends to opposite sides of the underside of theupper assembly means; third and fourth substantially identical linkswhich are pivotally connected at their one ends with the lower ends ofthe first and second links, the other ends of the third and fourth linksbeing pivotally connected to fixed pivot points which are spaced fromeach other and which are spaced between the upper surface of the floormeans and the upper assembly means; fifth and sixth substantiallyidentical links which are pivotally connected at their one ends to theone ends of the third and fourth links and which are pivotally connectedat their other ends to the reciprocally movable power output shaft. 28.The improved railroad car described in claim 27 wherein the axes of thefixed pivot points are parallel, horizontally disposed and spaced fromthe upper surface of the floor means a distance slightly greater thanthe length of the second and third links; wherein the power output shaftis vertically movable, is positioned between the fixed pivot points andis arranged so that its axis is perpendicular to the plane of the fixedpivot points and intersects the longitudinal centerline of the railroadcar; wherein at least one of the linkage assemblies is disposed betweenadjacent sets of stacked containers; and wherein the lengths of thefirst and second links are adjustable.
 29. The improved railroad cardescribed in claim 3 wherein the connecting means includes at least onestructural member which extends longitudinally between the first andsecond bulkheads; wherein the upper assembly means is positioned abovethe floor means a distance greater than the height of the upper ends ofthe stacked containers when the upper assembly means is in its secondposition; and wherein the upper assembly means is moved substantiallyvertically between its first and second positions.
 30. The improvedrailroad car described in claim 29 wherein the movable structuralmembers of the upper assembly means act as tension members when therailroad car is bumped; and wherein the structural member of theconnecting means acts as a compression member when the railroad car isbumped.
 31. The improved railroad car described in claim 29 wherein themovable structural members of the upper assembly means act ascompression members when the railroad car is bumped; and wherein thestructural member of the connecting means acts as a tension member whenthe railroad car is bumped.
 32. The improved railroad car described inclaim 29 wherein the structural members are tubular in cross-section.33. The improved railroad car described in claim 29 wherein the upperassembly means functions as a roof for the railroad car and overlies thefloor means between the first and second bulkheads when the upperassembly means is in its first position.
 34. The improved railroad cardescribed in claim 29 wherein the lower restraining means includes aplurality of substantially horizontally disposed floor retaining membersmounted on the upper surface of the floor means; wherein the upper edgesof the floor retaining members are spaced above the plane of the uppersurface of the floor means; wherein the floor retaining members define aplurality of compartments on the upper surface of the floor means, withthe size and shape of each such compartment being substantially the sameas the size and shape of the lower ends of the lowermost containers inthe sets of stacked containers so that the lower end of the lowermostcontainer may be fitted within a compartment and be restrained thereinagainst horizontal movement relatiVe to the upper surface of the floormeans.
 35. The improved railroad car described in claim 34 wherein themeans for preventing relative movement between upper ends of theuppermost containers of the sets of stacked containers includes aplurality of mounting means carried by the upper assembly means andadapted to contact upper portions of the uppermost containers of thesets of stacked containers and to prevent vertical movement of the setsof stacked containers; wherein floor retaining members are spacedbetween adjacent sets of stacked containers and together with the meansfor preventing relative movement between the upper ends of thecontainers, prevent the adjacent sets of stacked containers fromcontacting each other during transport.
 36. The improved railroad cardescribed in claim 35 wherein means are positioned between the upperends of the first and second bulkheads and the adjacent end portions ofthe structural members of the upper assembly means for causingengagement between the upper ends of the first and second bulkheads andthe adjacent end portions of the structural members of the upperassembly means when the upper assembly means is in its first position soas to prevent relative horizontal movement between the first and secondbulkheads and the end portions of the structural members of the upperassembly means so that the structural members of the upper assemblymeans acts as at least a portion of the means for connecting the upperends of the first and second bulkheads together for transmitting anddistributing forces acting on the first and second bulkheads betweenfirst and second bulkheads when the upper assembly means is in its firstposition.
 37. The improved railroad car described in claim 36 wherein atleast a portion of the one and the other ends of the structural membersof the upper assembly means overlies the upper ends of the bulkheadsadjacent thereto; wherein each end portion of each of the structuralmembers includes a bearing surface; wherein the upper ends of the firstand second bulkheads include bearing surfaces which are complementary toand are adapted for surface-to-surface contact between the bearingsurfaces on the adjacent structural members of the upper assembly. 38.The improved railroad car described in claim 37 wherein the means formoving the upper assembly means includes a power actuated linkageassembly which is connected with the upper assembly means; wherein theupper assembly means functions as a roof for the railroad car andoverlies the floor means between the first and second bulkheads when theupper assembly means is in its first position; and wherein the upperassembly means is moved substantially vertically between its first andsecond positions.
 39. The improved railroad car described in claim 38wherein pins project upwardly from and extend upwardly above thehorizontal plane of the upper ends of the uppermost containers of thesets of stacked containers; and wherein the mounting means includes aplurality of mounting assemblies which are carried by the upper assemblymeans, the mounting assemblies having recesses formed therein which arepositioned and constructed so as to receive the pins therein.
 40. Theimproved railroad car described in claim 39 wherein the material whichdefines the recesses in the mounting assemblies is a relativelyresilient material.
 41. The improved railroad car described in claim 40wherein the material is an elastomer material having upper and lowerhorizontally disposed layers, with the layers having differenthardnesses; wherein the upper layer of the elastomer is less resilientthan the lower layer thereof; wherein the use of the elastomer providescompensation for differing heights of the sets of stacked containers;and wherein the elastomer tends to absorb or dampen the forces imposedthereon by the pins as a result of the railroad car being bumped. 42.The improved railroad car described in claim 38 wherein a plurality oflinkage Assemblies are utilized to raise and lower the upper assemblymeans vertically while maintaining the plane of the upper assembly meanssubstantially parallel to the plane of the upper surface of the floormeans; and wherein each of the linkage assemblies comprise: first andsecond substantially identical links which are pivotally connected attheir upper ends to opposite sides of the underside of the upperassembly means; third and fourth substantially identical links which arepivotally connected at their one ends with the lower ends of the firstand second links, the other ends of the third and fourth links beingpivotally connected to fixed pivot points which are spaced from eachother and which are spaced between the upper surface of the floor meansand the upper assembly means; fifth and sixth substantially identicallinks which are pivotally connected at their one ends to the one ends ofthe third and fourth links and which are pivotally connected at theirother end to the reciprocally movable motor output shaft; wherein theaxes of the fixed pivot points are parallel, horizontally disposed andspaced from the upper surface of the floor means a distance slightlygreater than the length of the second and third links, wherein the poweroutput shaft is vertically movable, is positioned between the fixedpivot points and is arranged so that its axis is perpendicular to theplane of the fixed pivot points and intersects the longitudinalcenterline of the railroad car; and wherein at least one of the linkageassemblies is disposed between adjacent sets of stacked containers. 43.The improved railroad car described in claim 42 wherein the lengths ofthe first and second links are adjustable; wherein pins project upwardlyfrom and extend upwardly above the horizontal plane of the upper ends ofthe uppermost containers of the sets of stacked containers; and whereinthe mounting means includes a plurality of mounting assemblies which arecarried by the upper assembly means, the mounting assemblies havingrecesses formed therein which are positioned and constructed so as toreceive the pins therein; wherein the material which defines therecesses in the mounting assemblies is a relatively resilient materialso that the material can take movements imposed upon the mountingassemblies by the pins as a result of the railroad car being bumped;wherein the resilient material is an elastomer having upper and lowerhorizontally disposed layers, with the layers having differenthardnesses; wherein the upper layer of the elastomer is less resilientthan the lower layer thereof; wherein the use of the elastomer providescompensation for differing heights of the sets of stacked containers;and wherein the elastomer tends to absorb or dampen the forces imposedthereon by the pins.
 44. The improved railroad car described in claim 43wherein the movable structural members of the upper assembly means actas tension members when the railroad car is bumped; and wherein thestructural member of the connecting means acts as a compression memberwhen the railroad car is bumped.
 45. The improved railroad car describedin claim 43 wherein the movable structural members of the upper assemblymeans act as compression members when the railroad car is bumped; andwherein the structural member of the connecting means acts as a tensionmember when the railroad car is bumped.
 46. The improved railroad cardescribed in claim 43 wherein a motor means actuates the linkageassembly which is connected with the upper assembly means; and whereinthe motor means is positioned adjacent to the upper surface of the floormeans and between the upper surface of the floor means and the upperassembly means.